Rim capable of preventing tire from falling off

Abstract

The utility model relates to the technical field of rims, in particular to an anti-falling rim which comprises a left rim, a right rim, a left bead seat and a right bead seat, anti-falling structures are arranged on the matching surfaces of the left bead seat and the right bead seat with a tire, the anti-falling structures are friction enhancing units and are integrally formed on the surfaces of the left bead seat and the right bead seat, and the friction enhancing units are arranged on the matching surfaces of the left bead seat and the right bead seat. The integrally-formed friction enhancing unit anti-falling structure is arranged on the matching surfaces of the left tire bead seat and the right tire bead seat with the tire, and the gravity of the whole vehicle and the pneumatic pressure of the tire are utilized, so that the positive pressure is increased, the friction force is increased, the anti-falling capability is improved, and the driving safety is guaranteed; the integrally-formed structure enhances stability, does not need additional complex parts, simplifies the structure and is convenient to operate.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of wheel rim, especially to a prevent from coming off the tire wheel rim. BACKGROUND

[0002] In the use process of motor vehicles such as automobiles and motorcycles, the reliable combination between the tire and the wheel rim is one of the key factors to ensure driving safety. However, when the vehicle encounters severe impact, complex road impact or abnormal tire pressure, the friction force between the wheel rim bead seat and the tire lip may not be enough to resist external load, causing the tire to slip off the bead seat (i.e. "off-tire"), which can cause the internal air pressure of the tire to instantaneously drop to zero, and the vehicle's steering and braking performance to sharply decrease, which can easily cause serious accidents such as rollover and loss of control. According to industry statistics, about 60% of traffic accidents caused by off-tire occur during high-speed driving or off-road driving, and the average response time of the vehicle after off-tire is less than 3 seconds, which is extremely dangerous.

[0003] In the prior art, such as the utility model patent for fixing a tire on an integrated wheel rim with patent number CN206796998U, a groove is provided on the side of the wheel rim body, and a reverse triangular-shaped fixing protrusion is provided in the groove, which is intended to increase the force receiving area of the tire and the wheel rim and enhance the friction force, so as to achieve firm engagement of the tire on the wheel rim. However, in actual use, the force between the tire and the wheel rim is mainly in the radial direction, and the axial pressure only comes from the tire air pressure, resulting in a small friction force, which cannot effectively prevent the tire from separating from the wheel rim, and cannot meet the requirements of tire stability and safety during vehicle driving. SUMMARY

[0004] To solve the above problems, the present application provides a prevent from coming off the tire wheel rim, which includes a left rim, a right rim, a left bead seat and a right bead seat. The left bead seat and the right bead seat are provided with a prevent from coming off the tire structure on the mating surface of the tire. The prevent from coming off the tire structure is a friction enhancement unit, which is integrally formed on the surface of the left bead seat and the right bead seat. After the tire is inflated, the axial friction force between the prevent from coming off the tire structure and the tire lip is enhanced to resist the axial displacement of the tire.

[0005] In one embodiment, the friction enhancement unit can adopt one or more forms of protrusions, depressions or patterns.

[0006] In one embodiment, the protrusion is composed of multiple circular arc segments and straight line segments. The circular arc segments include a first circular arc segment, a second circular arc segment and a third circular arc segment. The first circular arc segment is located at the intersection of the rim and the protrusion. The second circular arc segment is located at the intersection of the first circular arc segment and the straight line segment. The end of the protrusion is connected to the bead seat base surface through the third circular arc segment.

[0007] In one embodiment, the fixed clamping strip has multiple weight models, and the included angle a between the straight line segment and the horizontal plane is 25-28 degrees.

[0008] In one embodiment, the width of the protrusion is 2-3 mm, and the height is 0.8-1.2 mm.

[0009] In one embodiment, the number of protrusions is 3-5, which are evenly distributed along the circumference of the bead seat and have a wavy cross section.

[0010] In one embodiment, the friction enhancement unit can be continuously distributed or intermittently distributed.

[0011] The beneficial effects of the utility model lie in:

[0012] The anti-falling tire rim of the application comprises a left rim flange, a right rim flange, a left bead seat and a right bead seat, the left bead seat and the right bead seat are provided with an anti-falling structure on the mating surface of the tire, the anti-falling structure is a friction enhancement unit which is integrally formed on the surface of the left bead seat and the right bead seat; after the tire is inflated, the axial friction between the anti-falling structure and the tire lip is enhanced, which is used for resisting the axial displacement of the tire. The anti-falling structure is arranged in the bead seat area, when the vehicle is running, the whole vehicle gravity F2 acts vertically on the rim, and is superimposed with the tire air pressure F1 to form a large positive pressure Fn between the tire and the bead seat. According to the friction formula f = mu x Fn, under the condition that the friction factor mu is constant, the larger positive pressure Fn promotes the stronger axial friction between the anti-falling structure and the tire lip. The friction force can effectively resist the axial force of the tire, and can effectively inhibit the sliding of the tire to the inside or outside of the rim, thereby realizing reliable anti-falling effect and ensuring driving safety. In the application, the integrally formed friction enhancement unit anti-falling structure is arranged on the mating surface of the left bead seat and the right bead seat and the tire, the whole vehicle gravity and the tire air pressure are used to increase the positive pressure and the friction, the anti-falling tire capacity is improved, and the driving safety is ensured; the integrally formed structure enhances the stability, does not need additional complex components, simplifies the structure and is convenient to operate. BRIEF DESCRIPTION OF DRAWINGS

[0013] Figure 1 It is a schematic diagram of the rim structure of the utility model;

[0014] Figure 2 It is a schematic diagram of the tire and the rim;

[0015] Figure 3 It is Figure 1 It is an enlarged view of A;

[0016] Explanation of symbols in the figure:

[0017] 1, left flange; 2, right flange; 3, left bead seat; 4, right bead seat;

[0018] 5, tire;

[0019] 6, protrusion;

[0020] 61, arc segment; 611, first arc segment; 612, second arc segment; 613, third arc segment;

[0021] 62, straight line segment. DETAILED DESCRIPTION

[0022] In order to make the technical problems to be solved by the present application, technical solutions and beneficial effects clearer, the present application will be further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0023] It should be noted that the terms "first", "second" are only used for description purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0024] As shown in Figure 1 , 2 A tire anti-falling rim, comprising a left flange 1, a right flange 2, a left bead seat 3 and a right bead seat 4, the left bead seat 3 and the right bead seat 4 are provided with an anti-falling structure on the matching surface of the tire 5, the anti-falling structure is a friction enhancement unit, which is integrally formed on the surface of the left bead seat 3 and the right bead seat 4; after the tire 5 is inflated, the axial friction between the anti-falling structure and the tire 5 is enhanced, which is used to resist the axial displacement of the tire 5.

[0025] Specifically, the left flange 1 and the right flange 2 are respectively located on both sides of the rim, the left bead seat 3 and the right bead seat 4 are located at the contact part of the rim and the tire 5, which are used to support and fix the tire. On the matching surface of the left bead seat 3 and the right bead seat 4 and the tire 5, an integrally formed friction enhancement unit is provided. As Figure 2As shown, the tire 5 is mainly subjected to radial force during use, and the axial pressure is usually only from the tire air pressure F1. The anti-falling structure is arranged in the bead seat area. When the vehicle is running, the whole vehicle gravity F2 acts vertically on the rim, and is superimposed with the tire air pressure F1 to form a larger positive pressure Fn between the tire 5 and the bead seat. According to the friction formula f = μ × Fn, under the condition that the friction factor μ is constant, the larger positive pressure Fn promotes the generation of stronger axial friction force between the anti-falling structure and the tire 5 lip, which can effectively resist the axial force of the tire 5, whether it is sliding inward or outward of the rim, and can be effectively inhibited, thereby realizing reliable anti-falling effect and ensuring driving safety. In the present application, the friction-enhancing unit anti-falling structure is integrally formed on the left bead seat 3 and the right bead seat 4 and the matching surface of the tire 5, the whole vehicle gravity and the tire air pressure are used to increase the positive pressure and increase the friction force, thereby improving the anti-falling tire capacity and ensuring the driving safety. The integrally formed structure enhances the stability, does not need additional complex components, simplifies the structure, and is convenient to operate.

[0026] As shown in Figure 2 , 3 , the friction-enhancing unit can adopt one or more of the forms of protrusions 6, recesses or patterns.

[0027] Specifically, by designing the friction-enhancing unit to adopt one or more of the forms of protrusions, recesses or patterns, the rim anti-falling structure can be flexibly adjusted according to different use scenarios and tire types. The use of multiple forms alone or in combination not only improves the adaptability of the anti-falling tire rim to different tires 5 and working conditions, but also maximizes the axial friction force through targeted structural design to ensure the anti-falling effect.

[0028] As shown in Figure 3 , the protrusion 6 is composed of a plurality of circular arc segments 61 and a straight line segment 62, the circular arc segments 61 include a first circular arc segment 611, a second circular arc segment 612 and a third circular arc segment 613, the first circular arc segment 611 is located at the intersection of the rim and the protrusion 6, the second circular arc segment 612 is located at the intersection of the first circular arc segment 611 and the straight line segment 62, and the end of the protrusion 6 is transitioned to the bead seat base surface through the third circular arc segment 613.

[0029] Specifically, the first circular arc segment 611 is arranged at the intersection of the rim and the protrusion 6, which can effectively avoid stress concentration; the second circular arc segment 612 is located at the intersection of the first circular arc segment 611 and the straight line segment 62, which optimizes the surface profile of the protrusion 6, makes the tire lip contact the protrusion 6 more closely, increases the contact area to improve the friction force; the end of the protrusion 6 is transitioned to the bead seat base surface through the third circular arc segment 613, which ensures that the tire lip will not be scratched during tire installation and removal, and at the same time makes the pressure distribution between the tire and the bead seat more uniform, further enhancing the axial locking effect.

[0030] As shown in Figure 3 , the angle a between the straight line segment 62 and the horizontal plane is 25°-28°.

[0031] Specifically, in the present embodiment, the angle a between the straight line segment 62 and the horizontal plane is preferably 26.8°, which can achieve an ideal balance between the normal pressure and the friction between the tire lip and the raised straight line segment after the tire is inflated, fully utilize the vehicle gravity and the tire air pressure to generate a larger axial friction, and improve the stability and reliability of the tire and the rim assembly.

[0032] As shown in Figure 3 , the width of the protrusion 6 is 2mm-3mm, and the height is 0.8mm-1.2mm.

[0033] Specifically, the width of the protrusion 6 is set to 2mm-3mm, and the height is set to 0.8mm-1.2mm. In terms of width, the range of 2mm-3mm can not only ensure that the protrusion has sufficient contact area with the tire lip to effectively improve the friction and prevent the tire from axially displacing, but also avoid affecting the overall structural layout of the rim or increasing the material cost due to excessive width. In terms of height, the height of 0.8mm-1.2mm allows the protrusion to closely fit the tire lip after the tire is inflated to generate the necessary locking force, and also prevents interference during tire installation and removal due to excessive height.

[0034] As shown in Figure 2 , 3 , the number of protrusions 6 is 3-5, evenly distributed along the circumference of the bead seat, and the cross section is wavy.

[0035] Specifically, the number of protrusions 6 is set to 4 and evenly distributed along the circumference of the bead seat, and the cross section is wavy, which can effectively improve the axial friction, effectively resist the axial displacement of the tire, and ensure the anti-falling effect. The even distribution design makes the tire evenly stressed after installation, avoids local stress concentration, reduces the risk of tire deformation, prolongs the service life of the tire, and improves the driving safety. It also takes into account the feasibility of the processing technology and the control of the production cost, which not only does not increase the manufacturing difficulty and cost due to excessive number, but also does not cause poor anti-falling effect due to insufficient number, achieving an optimized balance between performance and cost.

[0036] As shown in Figure 1 , the friction enhancement unit can be continuously distributed or intermittently distributed.

[0037] Specifically, the friction enhancement unit is designed to be continuously distributed or discontinuously distributed, giving the anti-tyre-off rim stronger adaptability and flexibility. The continuously distributed friction enhancement unit can provide uninterrupted and uniform axial friction, which is suitable for heavy-load transportation, high-speed driving and other scenarios with extremely high anti-tyre-off performance requirements, and can minimize the risk of tyre axial displacement. The discontinuously distributed form can be flexibly adjusted according to actual needs, while ensuring the basic anti-tyre-off effect, reducing processing costs, and being more convenient during tyre installation and removal.

[0038] The anti-tyre-off rim of the application comprises a left rim 1, a right rim 2, a left bead seat 3 and a right bead seat 4. The left bead seat 3 and the right bead seat 4 are provided with an anti-tyre-off structure on the matching surface of the tyre 5. The anti-tyre-off structure is a friction enhancement unit which is integrally formed on the surface of the left bead seat 3 and the right bead seat 4. After the tyre 5 is inflated, the axial friction between the anti-tyre-off structure and the tyre lip of the tyre 5 is enhanced, which is used to resist the axial displacement of the tyre 5. The anti-tyre-off structure is arranged in the bead seat area. When the vehicle is running, the gravity F2 of the whole vehicle acts vertically on the rim, and is superimposed with the tyre air pressure F1, so that a larger positive pressure Fn is formed between the tyre 5 and the bead seat. According to the friction formula f = μ x Fn, under the condition that the friction factor μ is constant, the larger positive pressure Fn promotes the stronger axial friction between the anti-tyre-off structure and the tyre lip of the tyre 5. This friction can effectively resist the axial force of the tyre 5, whether it is sliding towards the inside or the outside of the rim, and can be effectively inhibited, thereby realizing reliable anti-tyre-off effect and ensuring driving safety. In the application, the integrally formed friction enhancement unit anti-tyre-off structure is arranged on the matching surface of the left bead seat 3 and the right bead seat 4 and the tyre 5. The gravity of the whole vehicle and the tyre air pressure are used to increase the positive pressure and increase the friction, thereby improving the anti-tyre-off capability and ensuring the driving safety. The integrally formed structure enhances the stability, does not need additional complex components, simplifies the structure and is convenient to operate.

[0039] Although the embodiments of the application have been shown and described, it should be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the application, and the scope of the application is defined by the appended claims and their equivalents.

[0040] In the description of the application, it should be explained that, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood in a broad sense, for example, it can be fixed connection, or detachable connection, or integrally connected, it can be mechanical connection, or electrical connection, it can be directly connected, or indirectly connected through intermediate medium, it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the application can be understood according to the specific circumstances.

Claims

1. A tire rim designed to prevent tire slippage, comprising a left rim (1), a right rim (2), a left bead seat (3), and a right bead seat (4), characterized in that: The left bead seat (3) and the right bead seat (4) are provided with anti-detachment structures on their mating surfaces with the tire (5). The anti-detachment structure is a friction enhancement unit, which is integrally formed on the surfaces of the left bead seat (3) and the right bead seat (4). After the tire (5) is inflated, the axial friction between the anti-detachment structure and the tire bead of the tire (5) is enhanced to resist the axial displacement of the tire (5).

2. The anti-tire-slip wheel rim according to claim 1, characterized in that, The friction enhancement unit may take one or more forms, such as protrusions (6), depressions, or patterns.

3. The anti-tire-slip rim according to claim 2, characterized in that, The protrusion (6) is composed of multiple arc segments (61) and straight segments (62). The arc segments (61) include a first arc segment (611), a second arc segment (612), and a third arc segment (613). The first arc segment (611) is located at the junction of the wheel rim and the protrusion (6). The second arc segment (612) is located at the junction of the first arc segment (611) and the straight segment (62). The end of the protrusion (6) transitions to the bead seat base surface through the third arc segment (613).

4. The anti-tire slippage rim according to claim 3, characterized in that, The angle α formed by the straight line segment (62) and the horizontal plane is 25° to 28°.

5. The anti-tire-slip wheel rim according to claim 2, characterized in that, The width of the protrusion (6) is 2mm to 3mm and the height is 0.8mm to 1.2mm.

6. The anti-tire slippage rim according to claim 2, characterized in that, The number of protrusions (6) is 3 to 5, which are evenly distributed around the bead seat and have a wavy cross-section.

7. The anti-tire slippage rim according to claim 1, characterized in that, The friction-enhancing units can be distributed continuously or discontinuously.

Images